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26 September 2023 - Year XXVII
Independent journal on economy and transport policy
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CENTRO ITALIANO STUDI CONTAINERSYEAR XVIII - Number 9/2000 - SEPTEMBER 2000

Legislation

Bruxelles di nuovo sul sentiero di guerra contro i vettori

La Commissione Europea è ancora una volta tornata all'attacco contro gli accordi di cooperazione tra vettori marittimi. Sebbene apparentemente non correlata alle sue "incursioni all'alba" contro i vettori asiatici del marzo scorso, l'azione in questione ha risollevato il caso del da tempo defunto e poco noto FETTCSA (Accordo Tariffe e Sovrapprezzi dei Traffici dell'Estremo Oriente), sanzionandone tutti e 15 i membri per complessivi € 7 milioni ($ 6,7 milioni) per fissazione illegale di prezzi (v. Tabella 1).

TABELLA 1
LISTA DELLE SANZIONI COMMINATE AL FETTCSA
Membri del FETTCSASanzione (€)
CMA CGM134.000
Hapag Lloyd368.000
K Line620.000
Maersk SeaLand836.000
MISC134.000
Mitsui OSK Lines620.000
Neptune Orient Lines368.000
NYK620.000
OOCL134.000
P&ON1.240.000
Membri indipendenti 
Cho Yang134.000
DSR Senator368.000
Evergreen368.000
Hanjin620.000
Yangming368.000
Fonte: Commissione Europea

L'iniziativa appare sorprendente, poiché il FETTCSA è stato disciolto nel 1994 subito dopo la decisione della Commissione di sollevare obiezioni al riguardo, su istanza del Consiglio Europeo dei Caricatori. Inoltre, come è unanimemente ammesso, l'associazione non ha più organizzato riunioni dopo avere ricevuto una lettera di richiamo da parte della Commissione nel 1992. L'accordo era entrato in vigore nel 1991 al fine di regolamentare le tariffe accessorie ed i sovrapprezzi tra i membri della FEFC e le linee di navigazione non appartenenti a conferenze attive nei traffici dall'Europa all'Asia.

Nella sua decisione, la Commissione ha respinto la tesi delle linee di navigazione secondo cui il FETTCSA rappresenta un accordo meramente tecnico, consentito ai sensi della normativa sulla concorrenza (articolo 4056); ci si aspetta, peraltro, che alcuni membri presentino appello contro tale decisione e l'importo delle sanzioni che essa implica.

La Commissione si è altresì attivamente impegnata nello scorso giugno nella difesa delle proprie posizioni in altre tre vecchi casi. Questi ultimi concernono il diritto delle linee di navigazione appartenenti a conferenze europee di applicare tariffe comuni di trasporto terrestre in Europa nonché il diritto della Commissione di revocare l'immunità anti-trust alle linee in questione nel periodo in cui tali casi vengono esaminati.

Anche i tre casi correlati suddetti risalgono al 1994 e riguardano il TAA (Trans-Atlantic Agreement), il TACA (Trans-Atlantic Conference Agreement) che l'ha sostituito e la FEFC (Far Eastern Freight Conference). Tutte e tre le azioni legali hanno raggiunto il grado d'appello delle udienze presso la Corte Europea di Prima Istanza; alla Corte è stato fondamentalmente chiesto di confermare due punti principali. In primo luogo, la correttezza dell'interpretazione della normativa da parte della Commissione, per quanto attiene la condanna della prassi tradizionale delle conferenze in ordine all'applicazione di tariffe comuni di trasporto interno. In secondo luogo, il diritto della Commissione di revocare a queste linee di navigazione l'immunità nei confronti per la durata del processo di appello, il che è particolarmente importante poiché le linee appartenenti al TAA/TACA finora sono state sanzionate solamente per abuso di posizione dominante.

Tali questioni devono essere risolte anche in ragione delle incongruità delle due principali norme coinvolte: l'art. 4056, che prescrive i termini ai sensi dei quali l'immunità anti-trust viene concessa alle linee di navigazione appartenenti a conferenze, compreso il diritto - in casi eccezionali - di offrire tariffe comuni di trasporto terrestre, e l'art. 1017/68, che tratta distintamente la cooperazione nel trasporto terrestre.

E' sorprendente notare come - mentre le linee socie del TAA, del TACA e della FEFC fossero ben rappresentate alle udienze suddette nello scorso mese di giugno - la Commissione Europea, a detta di Philip Ruttley della Rowe and Maw, sia rimasta "in imbarazzante silenzio" su molte delle questioni sollevate. Chris Welsh, segretario generale del Consiglio Europeo dei Caricatori, sebbene fosse comprensibilmente riluttante a commentare tale questione, ha peraltro osservato: "Generalmente parlando, ad entrambe le parti è stato concesso lo stesso tempo per presentare la propria causa, e l'unica cosa che adesso possiamo fare è attendere che i giudici pervengano ad una decisione".

Uno dei punti contestati dalla Commissione è stato il fatto che, da quando le linee di navigazione hanno sospeso o eliminato lo scorso anno le proprie tariffe di trasporto terrestre, i clienti non hanno dovuto assistere ad alcuna destabilizzazione del mercato, come in precedenza era stato prospettato dai vettori. Secondo Ruttley, le linee appartenenti a conferenze hanno risposto che - dal momento che i fattori di utilizzazione delle navi da allora sono stati molto più elevati di prima - si è verificata una minore necessità per chiunque di giocherellare con le tariffe, ma che - una volta esaurito questo ciclo dei traffici - le cose andranno in maniera diversa.

Egli ritiene che sia improbabile che la Corte di Prima Istanza prenda una decisione su qualcuno dei tre casi prima della fine dell'anno.
(da: Containerisation International, luglio 2000)


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